Electromagnetic powertrain system

ABSTRACT

An electromagnetically operated powertrain system is provided. The system includes a plurality of cylinder assemblies arranged in parallel at least partially along a vehicle. Each of the cylinder assemblies may include one or more cylinders, one or more electromagnetic devices secured to at least one of the ends of each cylinder, one or more pistons reciprocatingly received in the cylinders, and a piston rod coupled to the pistons. Each of the pistons includes a permanent magnet that creates a magnetic field interacting with an electromagnetic field generated by each of the electromagnetic devices. A pulling and/or pushing force may be selectively generated by the magnetic field and the electromagnetic field to enable the pistons to reciprocate within the cylinders. A crankshaft is coupled to the piston rods of the plurality of cylinder assemblies and directly coupled to at least one of front and rear axles of a vehicle.

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. patent application Ser. No.14/688,643, titled ELECTROMAGNETIC POWERTRAIN SYSTEM, filed Apr. 16,2015, the disclosure of which is incorporated herein by reference in itsentirety.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention is directed to an electromagnetically operatedvehicle powertrain.

Prior Art

Electromagnetically operated engines are known in the art.Electromagnetically operated engines convert pulsed electromagneticenergy into mechanical and kinetic energy, which is delivered to run avehicle. Typically, the electromagnetically operated engine includes anengine housing or block fitted with a crankshaft, cylinders forreceiving magnetic pistons operatively coupled to the crankshaft, andelectromagnets disposed in the engine head for magnetically attractingand repelling the magnetic pistons in the cylinders in a selectedsequence, thereby driving the crankshaft. The engine generally drivesthe magnetic piston in a cylinder by alternating a direction of theelectrical current flowing through an electromagnetic coil. Thealternating electrical current alternates the polarity of a magneticcore, which is then utilized to alternately attract and repel themagnetic piston in the cylinder.

When used in a vehicle, such electromagnetically operated enginestypically require conventional powertrain elements to deliver mechanicaland kinetic energy to a final drive output. Examples of the powertrainelements required include a transmission, an exhaust system, a gas fuelsystem, a brake system, a clutch, and several fluid systems used forsuch conventional powertrain elements.

It can be seen that a new and improved system for electromagneticallyoperating a vehicle. Such a system should provide a simplifiedelectromagnetic powertrain that removes at least some conventionalpowertrain elements. Such a system should allow more room for moreelectromagnetic cylinder assemblies to generate more power. Further,such a system should provide an electromagnetic powertrain that canevenly distribute its weight over the vehicle, reduce the weight of thevehicle, and lower the center of mass of the vehicle, thereby increasingdriving performance of the vehicle. The present invention addressesthese as well as other problems associated with electromagneticallyoperated engines or vehicles.

SUMMARY OF THE INVENTION

The present invention is directed to an electromagnetically operatedpowertrain system. The system includes a plurality of cylinderassemblies arranged at least partially along a vehicle. Each of thecylinder assemblies may include a first cylinder, an electromagneticdevice secured to one of the ends of the first cylinder, a first pistonreciprocatingly received in the first cylinder, and a first piston rodcoupled to the first piston. The first piston includes a permanentmagnet that creates a magnetic field interacting with an electromagneticfield generated by the electromagnetic device. A pulling and/or pushingforce may be selectively generated by the magnetic field and theelectromagnetic field to enable the first piston to reciprocate withinthe first cylinder. The system also includes a crankshaft extendingalong at least a portion of the vehicle. The crankshaft is coupled tothe first piston rods of the plurality of cylinder assemblies anddirectly coupled to at least one of front and rear axles of a vehicle sothat reciprocating motions of the first pistons within the firstcylinders are converted to a rotational motion of the crankshaft that istransferred to a rotation of the axles of wheels. The plurality ofcylinder assemblies may be arranged in parallel at least partially alonga vehicle. In certain examples, the plurality of cylinder assemblies maybe arranged in parallel along the crankshaft.

In certain examples, each of the cylinder assemblies may further includeanother electromagnetic device secured to the other end of the firstcylinder and configured to selectively generate a pulling and/or pushingforce.

In certain examples, each of the cylinder assemblies may further includea second cylinder, an electromagnetic device secured to one of the endsof the second cylinder, a second piston reciprocatingly received in thesecond cylinder, and a second piston rod coupled between the secondpiston and the crankshaft. The second piston includes a permanent magnetthat creates a magnetic field interacting with an electromagnetic fieldgenerated by the electromagnetic device. The second cylinder and secondpiston may be configured similarly to the first cylinder and firstpiston and arranged to be opposite to the first cylinder and firstpiston with the crankshaft therebetween. In certain examples, each ofthe cylinder assemblies may further include another electromagneticdevice secured to the other end of the second cylinder and configured toselectively generate a pulling and/or pushing force.

In certain examples, the electromagnetic devices include a coil assemblyconfigured to generate an electromagnetic field, and a housing securingthe coil assembly therein. The housing has a first portion and a secondportion with the first portion arranged toward the piston within thecylinder, and with the second portion at least partially surrounding thecoil assembly and configured to direct the electromagnetic field towardthe first portion of the housing. The first and second portions may bemade of different materials. In other examples, the housing of theelectromagnetic devices may be made of a single material withoutdistinguishing the first and second portions. In yet other examples, theelectromagnetic devices are configured without a housing.

In certain examples, the axle of wheels includes a permanent magnetdisposed at least partially therearound. A brake member may be arrangedat least partially around the permanent magnet and operable through abrake input device of the vehicle. The brake member may includeparamagnetic material and is movable between a first position and asecond position as the brake input device is operated. In the firstposition, the brake member moves adjacent the permanent magnet togenerate a braking effect on the first axle of wheels. In the secondposition, the brake member moves away from the permanent magnet toreduce the braking effect on the first axle of wheels. The paramagneticmaterial of the brake member and the permanent magnet of the spinningaxle may also generate a voltage to recharge one or more batteries ofthe vehicle.

These features of novelty and various other advantages that characterizethe invention are pointed out with particularity in the claims annexedhereto and forming a part hereof. However, for a better understanding ofthe invention, its advantages, and the objects obtained by its use,reference should be made to the drawings that form a further parthereof, and to the accompanying descriptive matter, in which there isillustrated and described a preferred embodiment of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic top view of an electromagnetic powertrain systemmounted to a vehicle in accordance with the principles of the presentinvention;

FIG. 2 is a schematic side view of the electromagnetic powertrain systemshown in FIG. 1;

FIG. 3 is a schematic side view of an electromagnetic cylinder assemblyused in the power system shown in FIG. 1;

FIG. 4 is a schematic side view of an electromagnetic device mounted inthe electromagnetic cylinder assembly shown in FIG. 3;

FIG. 5 is a schematic view of a paramagnetic brake system used in thevehicle shown in FIG. 1;

FIG. 6 is a schematic side view of the paramagnetic brake system shownin FIG. 5.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring now to the drawings, in particular to FIGS. 1 and 2, there isshown an electromagnetic powertrain system, generally designated (100),mounted to a vehicle (102). The powertrain system (100) includes aplurality of cylinder assemblies (104) and a crankshaft (106) operablecoupled to the plurality of cylinder assemblies (104). The cylinderassemblies (104) are arranged along a longitudinal axis (A1) of thevehicle (102). In certain examples, the cylinder assemblies (104) can bearranged in parallel as illustrated in FIG. 1. The crankshaft (106)extends along at least a portion of the vehicle (102). In theillustrated example, the crankshaft (106) extends along the longitudinalvehicle axis (A1) between a front drive axle (108) and a rear drive axle(110). A first end (112) of the crankshaft (106) is operably coupled tothe front axle (108) through a first gear mechanism (114), and a secondend (116) of the crankshaft (106) is operably coupled to the rear axle(110) through a second gear mechanism (118). In certain examples, thecrankshaft (106) can be operably coupled to only one of the front andrear axles (108, 110). The first and second gear mechanisms (114, 118)are configured to transfer a rotational motion of the crankshaft (106)to the front and rear axles (108, 110), which then rotate front and rearwheels (122, 124). In certain examples, the crankshaft (106) can becoupled to only one of the front and rear axles (108, 110). In certainexamples, the first and second gear mechanism (114, 118) are configuredas front and rear differentials, which operate to transmit torque to thefront wheels (122) and the rear wheels (124), respectively. In certainexamples, the first and second gear mechanism (114, 118) can includeuniversal joints. As illustrated in FIG. 2, the powertrain system (100)may be disposed at the bottom of the vehicle (102) along the crankshaft(106) and aligned with the front and rear axles (108, 110) at the samelevel or height.

In certain examples, at least one of the cylinder assemblies (104) isoperably coupled to one of the front and rear axles (108, 110) eitherdirectly or through a crankshaft (106), and the other cylinderassemblies (104) are operably coupled to the other of the front and rearaxles (108, 110) either directly or through a crankshaft (106). In otherexamples, at least one of the cylinder assemblies (104) can be directlycoupled to at least one of the wheels (122, 124).

In certain examples, a driveshaft is separately provided and connectedbetween the crankshaft (106) and at least one of the front and rearaxles (108, 110) to transfer torque from the crankshaft (106) to theassociated axle (108, 110). In some examples, a transmission may furtherbe provided with the crankshaft (106) and the driveshaft.

Referring to FIG. 3, an example of the cylinder assembly (104) isdescribed. The cylinder assembly (104) includes a first cylinder (130)having a top end (132) and a bottom end (134), and a first piston (136)configured to reciprocate within the first cylinder (130) along acylinder axis (A2). The first cylinder (130) is arranged such that thebottom end (134) is located adjacent the crankshaft (106) while the topend (132) is located away from the crankshaft (106). The first piston(136) includes a permanent magnet (138) secured thereto. In otherexamples, the first piston (136) may be at least partially made of apermanent magnet (138). In certain examples, the permanent magnet (138)is made of Neodymium or other rare-earth magnetic elements. A topelectromagnetic device (140) is disposed at the top end (132) of thefirst cylinder (130) and configured to generate an electromagnetic fieldto interact with the first piston (136) when the first piston (136) ispositioned adjacent the top electromagnetic device (140). The cylinderassembly (104) further includes a first piston rod (142) extendingthrough the bottom end (134) of the first cylinder (130). A first rodend (144) of the first piston rod (142) is secured to the first piston(136), and a second rod end (146) of the first piston rod (142) iscoupled to the crankshaft (106). Accordingly, a reciprocating motion ofthe first piston (136) within the first cylinder (130) is converted to arotational motion of the crankshaft (106), which is then transferred toa rotation of the first and second axles (108, 110).

The cylinder assembly (104) may further include a bottom electromagneticdevice (150) disposed at the bottom end (134) of the first cylinder(130). The bottom electromagnetic device (150) defines a piston rodpassage (152) through which the first piston rod (142) extends betweenthe first piston (136) and the crankshaft (106).

In the illustrated examples, the cylinder assembly (104) includes bothof the top and bottom electromagnetic devices (140, 150). In certainexamples, however, the cylinder assembly (104) may include the bottomelectromagnetic device (150) without the top electromagnetic device(140), or may include the top electromagnetic device (140) without thebottom electromagnetic device (150).

The cylinder assembly (104) may further include a second cylinder (160)arranged oppositely to the first cylinder (130) with the crankshaft(106) therebetween. The second cylinder (160) may extend along thecylinder axis (A2) to be aligned with the first cylinder (130). Thesecond cylinder (160) is configured similarly or symmetrically to thefirst cylinder (130). In particular, the second cylinder (160) has a topend (162) and a bottom end (164), and is arranged such that the bottomend (164) is located adjacent the crankshaft (106) while the top end(162) is located away from the crankshaft (106). The cylinder assembly(104) further includes a second piston (166) and a permanent magnet(168) secured to the second piston (166). In other examples, the secondpiston (166) may be at least partially made of a permanent magnet (168).In certain examples, the permanent magnet (168) is made of Neodymium. Atop electromagnetic device (170) is disposed at the top end (162) of thesecond cylinder (160) and configured to generate an electromagneticfield to interact with the second piston (166) when the second piston(166) is positioned adjacent the top electromagnetic device (170). Asecond piston rod (172) is secured to the second piston (166) andextends through the bottom end (164) off the second cylinder (160). Afirst rod end (174) of the second piston rod (172) is secured to thesecond piston (166), and a second rod end (176) of the second piston rod(172) is coupled to the crankshaft (106). Accordingly, a reciprocatingmotion of the second piston (166) within the second cylinder (160) isconverted to a rotational motion of the crankshaft (106), which is thentransferred to a rotation of the first and second axles (108, 110).

The second cylinder (160) of the cylinder assembly (104) may furtherinclude a bottom electromagnetic device (180) disposed at the bottom end(164) thereof. The bottom electromagnetic device (180) defines a pistonrod passage (182) through which the second piston rod (172) extendsbetween the second piston (166) and the crankshaft (106).

As illustrated in FIG. 2, in certain examples, the first cylinders (130)of the plurality of cylinder assemblies (104) may be defined by acylinder block (230), and the second cylinders (160) of the plurality ofcylinder assemblies (104) may be defined by the same cylinder block(230). In other examples, at least one of the first and second cylinders(130, 160) of the plurality of cylinder assemblies (104) may be definedby a separate cylinder block. In yet other embodiments, each cylinder(130, 160) is individually made to be separate from other cylinders(130, 160). Each of the cylinders (130, 160) may be modularized so as tobe interchangeable. In this configuration, the cylinders (130, 160) andtheir associated components are individually replaceable as necessary,as opposed to typical combustion engine blocks. For example, when acertain cylinder (130, 160) or at least one of its associated elements(e.g., a piston, an electromagnetic device, a piston rod, and othercomponents) needs to be repaired or replaced for several reasons (e.g.,wear, overheating, and malfunctioning), it can be easily removed fromthe vehicle for replacement or repair, independently from othercylinders or components. Separate cylinders make it possible to arrangecylinder assemblies in the vehicle in various configurations. Theseindividually-configured cylinders can also be manufactured easily,compared to a single block providing multiple cylinders. In certainexamples, the cylinder block (230) may be made of one or morediamagnetic materials. Other materials are also possible to manufacturethe cylinder block (230).

The cylinder assembly (104) is operated by a control device (190)included in the vehicle (102). The control device (190) is connectedbetween the electromagnetic devices (140, 150, 170, 180) and a batterypower source (e.g., one or more batteries (220)). The control device(190) is configured to provide electrical current through coils of theelectromagnetic devices (140, 150, 170, 180) in a timed relationship sothat the magnetic fields generated by the coil of the electromagneticdevices (140, 150, 170, 180) interact with the piston permanent magnets(138, 168) to produce reciprocating motion of the pistons (136, 166)within the cylinders (130, 160).

In certain examples, the control device (190) is configured to receivean input from an input device (192) operated by a user, such as a driverof the vehicle (102). The input device (192) may be an acceleratorpedal, lever arm, or other mechanical or electrical devices suitable toreceive the user's operation command. The input received by the controldevice (190) may be mechanical and/or electrical in nature. Based uponthe received input, the control device (190) selectively provideselectrical current to the top and bottom electromagnetic devices (140,150, 170, 180). The first and second pistons (136, 166) are driven bymagnetic fields generated by the electromagnetic devices (140, 150, 170,180) and the first and second pistons (136, 166). In certain examples,the control device (190) operates to detect a position of the inputdevice (192) and, in response to the position, vary a speed or frequencyat which the polarities of the electromagnetic devices (140, 150, 170,180) switch, thereby varying the rotational speed of the crankshaft(106). The control device (190) may also operate to vary the amount ofelectricity provided to the electromagnetic devices (140, 150, 170, 180)to control the rotational speed of the crankshaft (106).

By way of example, the control device (190) is configured to provideelectrical current to each of the top and bottom electromagnetic devices(140, 150, 170, 180) (e.g., coil assemblies 200 therein (FIG. 4)) suchthat each of the top and bottom electromagnetic devices (140, 150)produces a pushing force to the first piston (136) as the first piston(136) is positioned to be close to the top and bottom electromagneticdevices (140, 150), respectively, and such that each of the top andbottom electromagnetic devices (170, 180) produces a pushing force tothe second piston (166) as the second piston (166) is positioned to beclose to the top and bottom electromagnetic devices (170, 180),respectively. As such, as the top and bottom electromagnetic devices(140, 150) are selectively and alternatingly energized, a pushing forceis applied to the first and second pistons (136, 166) due to opposingmagnetic fields thereby forcing the first and second pistons (136, 166)through a power stroke, which in turn rotates the crankshaft (106). Bydisposing the first and second pistons (136, 166) in line with thecrankshaft (106) therebetween, both strokes of each of the first andsecond pistons (136, 166) in the opposite directions can be powerstrokes.

In other examples, the control device (190) may be configured to operatethe top and bottom electromagnetic devices (140, 150, 170, 180) togenerate a pulling force to the first and second pistons (136, 166),instead of a pushing force as described above.

In yet other embodiments, at least one of the top and bottomelectromagnetic devices (140, 150, 170, 180) is configured as a bipolarelectromagnetic device, which is controlled by the control device (190)to selectively switch its polarity to push or pull the associated piston(136, 166) depending on the stroke of the piston (136, 166). Forexample, as the first piston (136) approaches the top electromagneticdevice (140) of the first cylinder (130), the top electromagnetic device(140) turns to create a repulsive electromagnetic field causing thefirst piston (136) to move away from the top end (132) of the firstcylinder (130), while the bottom electromagnetic device (150) turns tocreate an attractive electromagnetic field causing the first piston(136) to move close to the bottom end (134) of the first cylinder (130).Similarly, as the first piston (136) approaches the bottomelectromagnetic device (150) of the first cylinder (130), the bottomelectromagnetic device (150) turns to create a repulsive electromagneticfield causing the first piston (136) to move away from the bottom end(134) of the first cylinder (130), while the top electromagnetic device(140) turns to create an attractive electromagnetic field causing thefirst piston (136) to move close to the top end (132) of the firstcylinder (130). The top and bottom electromagnetic devices (170, 180)are similarly operated to reciprocate the second piston (166) within thesecond cylinder (160).

In yet other embodiments, the control device (190) is configured toprovide electrical current to at least one of the top and bottomelectromagnetic devices (140, 150, 170, 180) to cause the top and bottomelectromagnetic device (140, 150, 170, 180) to push and/or pull theirrespective pistons (136, 166) at any point, thereby accelerating ordecelerating the rotation of the crankshaft (106) as necessary. This canfurther help reducing the vehicle speed or braking the vehicle.

Referring to FIG. 4, an example of the electromagnetic device (140, 150,170, 180) is described. The electromagnetic device (140, 150, 170, 180)may include a coil assembly (200) and a housing (202) for at leastpartially receiving the coil assembly (200) therein. The coil assembly(200) is configured to receive electrical current from the controldevice (190) so that the electrical current passes through coils of thecoil assembly (200) to generate an electromagnetic field. The housing(202) is configured to secure the coil assembly (200) therein. Thehousing (202) has a first portion (204) arranged to face toward theassociated piston (136, 166) within the cylinder (130, 160), and asecond portion (206) configured to at least partially surround the coilassembly (200). In certain examples, the first portion (204) is anopening of the housing (202), which is configured to expose theelectromagnetic field generated by the coil assembly (200) to the insideof the cylinder (130, 160). The second portion (206) of the housing(202) can be configured to reflect the electromagnetic field generatedby the coil assembly (200) and direct it toward the first portion (204)of the housing (202). In certain examples, the second portion (206) ofthe housing (202) is made of one or more diamagnetic materials. As such,the second portion (206) of the housing (202) is configured toconcentrate the electromagnetic field generated by the coil assembly(200) through the first portion (204) of the housing (202). Thisconfiguration of the housing (202) improves efficiency of actuating thepiston (136, 166) by the electromagnetic devices (140, 150, 170, 180).Some components made of metallic materials in the electromagneticdevices (140, 150, 170, 180) can interact with the permanent magnet(138, 168) of the pistons (136, 166) and pull the pistons (136, 166)when the pistons (136, 166) moves away from the electromagnetic devices(140, 150, 170, 180), thereby interfering the stroke of the pistons(136, 166). In this case, the second portion (206) of the housing (202)can improve the electromagnetic field so that a pushing force is moreeffectively applied to the pistons (136, 166) moving away.

In certain embodiments, the first portion (204) of the housing (202) ismade of one or more non-magnetic materials so that the electromagneticfield generated by the coil assembly (200) reaches the respectivepistons (136, 166) therethrough. In other embodiments, the first portion(204) of the housing (202) has an opening to expose the coil assembly(200) to the cylinder (130, 160) therethrough.

The first and second portions (204, 206) of the housing (202) may bemade of different materials. In other examples, the housing (202) may bemade of a single material without distinguishing the first and secondportions (204, 206). The second portion (206) can be configured withoutthe reflective characteristic as described above. In yet other examples,the electromagnetic devices are configured without a housing.

Referring again to FIG. 1, the system (100) includes one or morebatteries (220) to store electrical energy in chemical form and supplyelectrical energy to electrical components of the system (100). Forexample, the batteries (220) operate to provide electrical energy to theelectromagnetic devices (140, 150, 170, 180) and the control device(190). The batteries (220) may also be configured to be rechargeable bya voltage produced when the vehicle (102) slows down.

The system (100) includes an alternator (222) for converting mechanicalenergy from a paramagnetic brake system (300) into electrical energy,which is then stored in the batteries (220). The alternator (222) can bealso used to deliver electrical energy to the electromagnetic devices(140, 150, 170, 180) and the control device (190). In certain examples,the alternator (222) can be configured as various types of generators.

The system (100) includes a heat exchange system (224) configured tocool down various elements of the system (100) that generate heat inoperation. For example, the electromagnetic devices (140, 150, 170, 180)generate heat when energized by electrical current, and the heatexchange system (224) operates to transfer the heat from theelectromagnetic devices (140, 150, 170, 180) to the environment, therebycooling the electromagnetic devices (140, 150, 170, 180) and associatedelements or parts thereof. In certain examples, the heat exchange system(224) is configured similarly to typical radiation systems used invehicles. For example, the heat exchange system (224) can include aradiator, a coolant circuit including a coolant expansion tank and apump, a cooling fan, a thermostat, a heater core, and other components.In other examples, the heat exchange system (224) includesthermoelectric cooling devices utilizing the Peltier effect, therebyeliminating several conventional mechanical components and coolingfluids.

Referring to FIGS. 1, 5 and 6, an example paramagnetic brake system(300) is described. The brake system (300) includes a permanent magnet(302) disposed at least partially around the axle (108, 110) of wheels(122, 124). The brake system (300) further includes a brake member (304)arranged at least partially around the permanent magnet (302) of theaxle (108, 110). The brake member (304) may include a first panelsection (306) and a second panel section (308), each of which is shapedas a semi-cylindrical panel configured to surround the permanent magnet(302) of the axle (108, 110). The brake member (304) (e.g., the firstand second panel sections (306, 308)) includes a paramagnetic material(310) disposed to face the permanent magnet (302) of the axle (108,110). In certain examples, the brake member (304) is made of one or moreparamagnetic materials (310).

The first and second panel sections (306, 308) are movably operatedbetween a first position and a second position. In the first position,the first and second panel sections (306, 308) move toward the permanentmagnet (302) close enough to generate a braking effect on the axle (108,110) of wheels (122, 124) due to the opposite directions of a magneticfield generated by the permanent magnet (302) and a magnetic fieldgenerated by the paramagnetic material (310) of the brake member (304).As the first and second panel sections (306, 308) approach the permanentmagnet (302) of the axle (108, 110) when the axle (108, 110) rotates,the electromagnetic fields generated by the rotating permanent magnet(302) and the paramagnetic material (310) of the brake member (304)continue to change and induce a voltage under Faraday's Law. In thiscase, the polarity of the induced electromagnetic fields produces acurrent, and the magnetic field of the current opposes the change inmagnetic flux that produces the current, under Lenz's Law. The opposingforce operates as the braking force, slowing down the rotation of theaxle (108, 110). As such, as the first and second panel sections (306,308) move to the first position, the rotation of the axle (108, 110)decelerates to slow down the vehicle (102), and the first and secondpanel sections (306, 308) do not contact the axles (108, 110) forbraking effect. In the second position, the first and second panelsections (306, 308) move away from the permanent magnets (302) to reduceor eliminate the braking effect on the axle (108, 110) and allow theaxle (108, 110) to rotate freely.

The paramagnetic material (310) of the brake member (304) and thepermanent magnet (302) of the spinning axle (108, 110) can generate avoltage, which can be used to recharge one or more batteries of thevehicle (102).

In certain examples, the first and second panel sections (306, 308) arecontrolled by one or more actuators (312) that are connected thereto.The actuator (312) may be a linear actuator configured to move the firstand second panel sections (306, 308) between the first and secondpositions. Other types of actuators can also possible. The actuators(312) may be controlled by a control device (314). The control device(314) is configured to receive an input from a brake input device (316)operated by a user, such as a driver of the vehicle (102). The brakeinput device (316) may be a brake pedal, lever arm, or other mechanicalor electrical devices suitable to receive the user's braking command.The input received by the control device (314) may be mechanical and/orelectrical in nature. Based upon the received input, the control device(314) controls the actuators (312) so that the first and second panelsections (306, 308) move according to the user's braking command. Forexample, a position of the first and second panel sections (306, 308)relative to the permanent magnet (302) of the axle (108, 110) isdetermined by how far the brake pedal is pressed down by a user's foot.In certain examples, the control device (314) is the same as the controldevice (190) or incorporated in the control device (190).

In some embodiments, the control device (314) can be configured tocontrol the top and bottom electromagnetic device (140, 150, 170, 180)(either directly or through the control device (190)) to push and/orpull their respective pistons (136, 166) and thus decelerate therotation of the crankshaft (106), depending on the position of the brakeinput device (316). This can further help decelerating the vehicle(102), along with the braking effect by the paramagnetic brake system(300) as described above.

The vehicle (102) can be of various types, such as motor vehicles (e.g.,motorcycles, cars, trucks, and buses), railed vehicles (e.g., trains andtrams), wagons, bicycles, watercraft (e.g., ships and boats), aircraft,spacecraft.

The electromagnetic powertrain system according to the presentdisclosure is configured to provide a simplified electromagneticpowertrain that removes at least some conventional powertrain elements.For example, the electromagnetic powertrain system according to thepresent disclosure is configured and arranged along a typical locationof a driveshaft and other conventional elements, replacing thedriveshaft and other elements. The electromagnetic powertrain system ofthe present disclosure can provide more room for more electromagneticcylinder assemblies to generate more power. Further, the electromagneticpowertrain system can evenly distribute its weight over the vehicle,reduce the weight of the vehicle, and lower the center of mass of thevehicle, thereby increasing driving performance of the vehicle.

In certain examples, the electromagnetic powertrain system according tothe present disclosure can be configured to separately operate each ofthe front and rear axles. In other examples, the electromagneticpowertrain system according to the present disclosure can be configuredto separately operate each of the front and rear wheels. Otherconfigurations are also possible.

In some embodiments, the electromagnetic powertrain system includes atorque converter. The torque converter operates as a transmission incertain applications. For example, when the vehicle tows a trailer, thetorque converter is used to aid in accelerating a heavy load of thetrailer. In other applications, the torque converter can be used tosupply power to various electronic components (e.g., air conditioner orheater) or to recharge the batteries of the vehicle (via the alternator,for example) even when the vehicle is stationary.

In this document, relative terms, such as “lower” or “bottom,” “upper”or “top,” “front” and “rear,” and “left” and “right”, may be used hereinto describe one element's relationship to another element as illustratedin the Figures. It will be understood that relative terms are intendedto encompass different orientations of the device in addition to theorientation depicted in the Figures.

It is to be understood, however, that even though numerouscharacteristics and advantages of the present invention have been setforth in the foregoing description, together with details of thestructure and function of the invention, the disclosure is illustrativeonly, and changes may be made in detail, especially in matters of shape,size and arrangement of parts within the principles of the invention tothe full extent indicated by the broad general meaning of the terms inwhich the appended claims are expressed.

What is claimed is:
 1. A brake system of a vehicle, the brake systemcomprising: an axle; a first magnetic element disposed at leastpartially around the axle; and a brake member arranged at leastpartially around the first magnetic element and operable through a brakeinput device of the vehicle, the brake member including a secondmagnetic element and movable between a first position and a secondposition as the brake input device is operated, wherein, in the firstposition, the brake member is positioned adjacent to the first magneticelement to generate a braking effect on the axle, and wherein, in thesecond position, the brake member is spaced away from the first magneticelement to reduce the braking effect on the axle.
 2. The brake system ofclaim 1, further comprising: a linear actuator operated through thebrake member and configured to move the brake member between the firstand second positions.
 3. The brake system of claim 1, wherein the firstmagnetic element includes a permanent magnet.
 4. The brake system ofclaim 1, wherein the second magnetic element includes a paramagneticmaterial.
 5. The brake system of claim 1, wherein the brake memberincludes a plurality of panel sections, each configured to at leastpartially surround the permanent magnet.
 6. The brake system of claim 5,wherein the plurality of panel sections are shaped as semi-cylindricalpanels.
 7. The brake system of claim 1, further comprising a batteryrechargeable by a power generated by interaction between the firstmagnetic element and the second magnetic element of the brake member. 8.The brake system of claim 1, wherein the brake input device includes atleast one of a brake pedal and a lever arm.
 9. The brake system of claim1, wherein the brake member is gradually movable between the firstposition and the second position based on a degree of operation of thebrake input device.